Carburetor



May 10, 1932.

T. w. KINGS CARBURETOR Original Fil ed May 17, 1923 INVENTOR. mamas /1.c 75 5 BY Y ATTORNEYS.

Reissued May 10, 1932 "UNITED STATES PATENT OFFICE THOMAS W. KINGS, OFHARVEY, ILLINOIS, ASSIGNOR, BY MESNE ASSIGNMENTS, T0 MAXMOORCORPORATION, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE CARBURETOROriginal No. 1,624,604, dated April 12, 1927, Serial No. 639,521, filedMay 17, 1923. Application for reissue filed February 6, 1929. Serial No.338,001.

The purpose of this invention is to provide a carburetor for governing,and automatically regulating the supply of fuel to, internal combustionengines, as required under different conditions of operation. Thus, whenan engine, equipped with this carburetor, is started the carburetor willfirst operate to admit a maximum quantity of fuel in proportion to theair taken by the engine. As the latter warms up and is operating moreeffectively and at a speed producin greater suction, the fuel orifice ofthe car uretor automatically decreases in area and thus reduces thesupply of fuel to what is required for idling speeds; or, if the engineis under load, the carburetor will function to supply the proper mixturewhich is normally required for the most efficient operation of theengine according to the load carried.

The present invention is further distinguishable from prior artcarburetors in that when the engine is subjected to an abnormal load andis consequently slowed down to near the starting speed, the fuel supplyorifice will again automatically increase in size to compensate for theloss of suction.

It is also the object of the invention to effeet a more thoroughdisintegration of the fuel than is possible with carburetors heretoforein use, particularly when the speed of the engine is decreased due toheavy load.

It is also among the purposes of the invention to provide acharge-forming device of simplified construction not requiring the useof a float, but which, nevertheless, operates automatically to maintaina fuel level in the carburetor, and to provide a carburetor whichinsures the required feed of the fuel from a supply tank at lower level,without the use of pressure pumps or the well-known vacuum tanks.

The objects of the invention are accomplished by the device shown in theaccompanying drawings, in which Z Figure 1 is a face view of the engineintake and exhaust manifolds showing partly broken away, the carburetorand its connections to these manifolds.

Figure 2 is a sectional view of the carburetor on the line 22 of Figure1.

Figure 3 is a sectional view taken on the line 33 of Figure. 2.

Figure 4 is a detail view of the fuel valve in the carburetor.

In fuel feeding and disintegrating devices the disintegration of thefuel is usually proportional to the speed of the air passing the fuelorifice of the disintegrating device. Also, when a thorough mechanicaldisintegration of the fuel is effected, there is less need for the useof heat in preparing the charge of fuel and air for use in the enginecylinders, and consequently a higher volumetric efficiency of the engineis assured.- In carburetors now generally in use, the speed of the airpast the fuel orifice does not increase in proportion to the opening ofthe throttle. With the engine idling, and the throttle nearly closed,there is, of course, a very considerable vacuum in the intake manifold,but it is not available for atomizing the fuel because of being cut offfrom the fuel by the throttle valve. When the throttle is opened tocompensate for increased load or to speed up the engine, although thevacuum in the manifold decreases, the speed through the carburetor willincrease because what vacuum there is is available for action in thecarburetor, but after the throttle is further opened, the vacuum in themanifold will continue to decrease but the speed through the carburetorwill not increase in proportion to the throttle opening, although atthis time it is needed most to atomize the greater quantity of fuelwhich is necessary to pull the increased load. There is also a reductionin the pumping action of the engine because of its lower speed whenunder load. The degree of vacuum in the intake manifold is proportionalto the speed of the engine at any given position of the throttle, butthe vacuum is least when the throttle is wide open because of the freeinrush of air.

In the present construction, compensation is made for a reduction invacuum in the intake manifold by the use of a fuel injector,

haust manifold. The carburetor utilizes a 'piston under the influence ofthe partial vacuum in the intake manifold, to regulate the size of thefuel orifice in the carburetor, and to maintain a fuel level in thecarburetor. The fuel is, therefore, drawn from the supply tank directlythrough the carburetor by the depression in the intake manifold, and thequantity of the fuel delivered to the engine is,

- therefore, in a measure dependent upon the wide open throttles, itfunctions mostly by the pressure in the exhaust manifold, through theinfluence of the jet operated by the exhaust gas. The ressure of theexhaust gases increases with t e opening of the throttle when the loadsare heavy.

The construction as illustrated in the drawings, includes an intakemanifold 1 around which the charge may circulate and recirculate, havinga main air inlet 2 controlled by a throttle 3, and a fuel and air inlet4. The

outlets 5 of the intake manifold each lead to the intake ports of a pairof cylinders. The exhaust gases from the cylinders are delivered to theexhaust manifold 6 through the openings 7 therein. A conduit 8 leadsfro-m the exhaust manifold to the carburetor 9. Conduit 8 terminates atthe carburetor in a nozzle 10, at the sides of which are air inlets 11.

With this arrangement, the pressure in the exhaust manifold is utilizedto cause a small stream of the exhaust gases at high velocity to bedelivered by the nozzle 10 into the passageway 12 in the carburetor,which passageway is in alinement with a passageway 13, terminating inthe opening 4 to the intake manifold. The jet of the exhaust gasdelivered by nozzle 10 serves to draw air into the carburetor throughthe openings 11. Air is also urged to flow through these openings due tothe reduction in pressure of the intake manifold 1. The passages 12 and13 are formed in tubular members 14 and 15 with their inner ends taperedto form a Venturi passageway 16.

Fuel enters the Venturi passageway through a small gap 17, at the pointof least diameter of the venturi. This gap is regulated as to size by apermanentsetting of the tubes 12 and 13, tube 12 being adjustable withrespect to tube 13 by means of a nut 18, having a shoulder 20 on tube 12and having threaded engagement at 21 with the carburetor 9. The space 22surrounding the adjacent ends of tubes 12 and 13 forming the venturi,communicates through a transverse passageway 23 and a verticalpassageway 24 with a fuel port 25 controlled by valve 26.

The stem 27 of this valve at its upper end carries a piston 28 which isslidable in a cylindrical part 29 of the carburetor body. A spring 30normally urges the piston to the upper position where it holds valve 26closed. The chamber 31 below the piston is subject to the reducedpressure in the intake manifold and the aspiratory action of venturi 16,since this space is in communication with passageway 23 through thevertical passageway 32 surrounding the stem of valve 27 The space 33above the piston 28 is in communication with the outer atmospherethrough the ort 34. The position of the piston is, there ore, dependentupon the difference in pressure between the atmosphere pressure abovethe piston and the partial vacuum below it. Therefore, when the engineis in operation, valve 26 is lowered, thus permitting fuel to rise inthe passageway 24 past the reduced part 35 of the valve stem and intothe passageway 23. The upper enlarged part 36 of the valve stem 27 is ofthe same diameter as the vertical passageway 24, but is tapered at 37near the upper end of the passageway 24. This tapered part of the valvestem forms a second valve, which, when valve 26 is moved from its seat,operates as a regulating means for automatically controlling the flow offuel and maintaining the desired fuel level in passageway 23. The fuelsupply pipe is connected to the carburetor at the boss 38, Figure 3. Thefuel passes through the screen 39, ports 40 and 41 before entering thespace 42 below Valve 26.

In the operation of the device, a fuel level is maintained in thetransverse passageway 23 of the carburetor, or its rate of delivery tothis passageway is controlled by means of a partial vacuum in the space22 surrounding the fuel orifice 17 of venturi 16. When there is areduced pressure in this space, there is a difference in pressurebetween the upper and lower sides of piston 28, and the piston isthereby lowered from its normal position against the action of spring38. The valve 26 is thereby moved from its seat allowing the fuel to bedrawn into the passageway 23 and from there through the space 22surrounding the orifice 17 of the venturi and into the venturi where itbecomes disintegrated and mixed with the air entering the carburetorthrough the opening 11. The rate of flow of the fuel performed or loadon the engine. Therefore,

when there is a decrease in the vacuum in manifold 1 due to a slowing upof the engine when under load, this is compensated for by the increasedinjector action due to the increase in pressure in the exhaust manifold.The tapered part 37 of valve stem 28 insures a maximum supply of fuelwhen valve 26 is first moved from its seat and gradually restricts theflow by more or less closing the upper end of passageway 24 as thepiston 28 moves downwardly upon an increase in suction due to speedingup of the engine. Likewise, in the reverse motion of piston 28 whenthere is a falling off in difference in pressure below and above thepiston the flat tapered part 37 of the valve stem 27 serves to permit aslight increase in free fiow of-the fuel as valve 26 approaches itsseat. An excessive flow of fuel through the carburetor is prevented byvalve 26 moving toward its seat whenever passageway 23 becomes checked,

since closing or partly closing passageway 23 cuts off communicationbetween the partial vacuum in chamber 22 and chamber 31 under the piston28. The piston then rises under the action of spring 30, closing orpartly closing valve 26. When the fuel level is agaln lowered,communication is restored between chamber 31 and the intake manifold,causing the piston 28 to again move downwardly and open the valve.

Although but one specific embodiment of this invention has been thereinshown and described, it will be understood that numerous details of theconstruction shown may be altered or omitted without departing from thespirit of this invention as defined by the following claims.

I claim:

1. A charge-formin device of the class described comprising a I enturitube, an intake manifold with which said Venturi tube is incommunication at one of its ends, a fuel passageway in communicationwith said Venturi tube near its point of smallest diameter, a valveforcontrolling the level of fuel in said passageway, and means foroperating said valve, said means being subject for operation, to theaspiratory action of said Venturi tube and the level of the liquid insaid passageway.

2. A charge-forming device of the class described comprising a Venturitube, an exhaust manifold with which said Venturi tube is incommunication at one of its ends, a fuel passageway in communicationwith said Veni' turi tube near its point of smallest diameter,

a valve for controlling the level of fuel in said passageway, and meansfor operating said valve, said means being subje t for operation, to theaspiratory action of said Venturi tube and the level of the liquid in.said passageway.

, 3. In combination. an intake manifold, a fuel reservoir, a conduitconnecting said fuel reservoir with said intake manifold, and suctionresponsive means for increasing the effectiveness of the manifoldsuction for drawing fuel through said conduit when said manifold suctionis low, and for decreasing the effectiveness of the manifold suction fordrawing fuel through said conduit when said manifold suction is high.-

4. In aninternal combustion engine, an intake conduit, a throttletherein, means for supplying fuel to the intake conduit, means forcreating a pressure reduction varying with the engine load andsupplementing the intake pressure reduction principally at the wideropen throttle positions, a device in communication with the intake abovethe throttle and with said last named means and responsive to thepressure variations therein, and means actuated by said pressureresponsive device for controlling the fuel supplying means.

5. In an internal combustion engine, an intake conduit, fuel supplyingmeans com municating therewith, means for subjecting the fuel supplymeans continuously throughout the range of operation of the engine tothe action of a stream of gases from the engine for disintegrating thefuel, and means for controlling the extent of opening of the fuelsupplying means to vary the fuel supply automatically substantially ininverse relation to variations in suction.

6. In an internal combustion engine, an intake manifold having a mixingchamber, a throttle valved air inlet, a conduit for fuel, and a conduitfor gaseous fluid under superatmosphere pressure varying with thecontrol of the air, all three leading to the mixing chamber, the last ininductive relation to the next last, a metering valve .in the fuelconduit, and means subject to the pressure variation in the mixingchamber for actuating said metering valve to control the fuel passage ininverse relation to the intake pressure reduction variation at thedischarge end of the fuel conduit.

7. In an internal combustion engine, an intake conduit, means forcontrolling the passage of air through said conduit, fuel supplyingmeans communicating with said con duit intermediate said air controllingmeans and theengine cylinders and subject to the variations in pressurereduction therein, means for passing a gaseous stream varying in kineticenergy in inverse relation to the the engine cylinders and subject tothe variations in pressure reduction therein, means for subjecting saidfuel supplying means to the inductive effects of a stream of gases fromthe engine; the intake pressure reduction and the inductive effects ofsaid gases varying sub stantially in inverse relation to each other andcomplementing each other in causing fuel flow tle, means for creating apressure reduction at said orifice varying with the engine load andsupplementing the intake pressure reduction principally at the wideropen positions of the throttle, a device in communication with theintake above the throttleand with said last named means and responsiveto the pressure variations therein and means actuated by said pressureresponsive device for controlling the fuel supplying means in inverserelation to the pressure reduction acting on the fuel.

10. In an internal combustion engine, an intake manifold, a venturi tubecommunicating with said manifold, a fuel passageway in communicationwith said Venturi tube adj acent to the constriction (thereof, a valvefor controlling said passageway, and a pressure responsive valveactuating device communicating with said venturi tube through saidpassageway.

11. In an internal combustion engine, an exhaust conduit, an intakeconduit, a throttle therein, a bypass from said exhaust conduit to saidintake conduit above the throttle, means for supplying air to saidbypass, and means for supplying fuel through said bypass to said intakeabove the throttle; said exhaust gas, air and fuel supplying means beingsubject to the intake pressure reduction, in the intake above thethrottle at closed or partial ly closed positions of the throttle. V

12. In an internal combustion engine, air supplying means, means forcontrolling said air supply means, fuel supplying means subject to thereduction in intake pressure in said air supplying means intermediatesaid air controlling means and the engine cylinders, and gas operatedaspirating means associated with said air and fuel supplying meansforaugmenting the effect of piston movement in causing flow of air to theengine cylinders and for creating a reduction in pressure complementingintake depression in causing fuel to be elevated through said fuelsupplying means, and means for varying the fuel passage area in inverserelation to the variations in pressure reduction or the fuel resultingfrom movement of the air controlling means.

13. In an internal combustion engine, air supplying means, means forcontrolling said air supplying means, fuel supplying means having adischarge orifice subject to the reduction in intake pressure in saidair supplying means intermediate said air controlling means and theengine cylinders, gas operated aspirating means associated with said airand fuel supplying means for augmenting the effect of piston movement incansing How of air to the engine cylinders and for creating a reductionin pressure at said orifice varying inversely with and complementingintake depression in causing a discharge of fuel throughsaid orifice,and means responsive to the variations in pressure reduction on the fuelfor inversely varying the opening. of said orifice.

14:. In an internal combustion engine, air

supplying means, means for controlling said air supplying means, a fuelsupply tank having a fuel line terminating in a discharge orificesubject to the intake depression in said air supplying meansintermediate said air controlling means and the engine cylinders,

aspirating means associated with said air supplying means and saiddischarge orifice and traversed by a gaseous stream from the enginevarying in kinetic energy substantially in inverse relation to thevariations in intake depression for augmenting the effect of pistonmovement in causing flow of air to the engine cylinders and for creatinga reduction in pressure at said discharge orifice for complementingintake depression in causing the fuel to be elevated by atmosphericpressure from said tank and discharged through said orifice, and meansresponsive to Variations in pressure reduction for inversely varying theopening of the fuel line.

15. In an internal combustion engine, an exhaust conduit, an intakeconduit, a throttle therein, exhaust gas air aspirating means interposedbetween said exhaust conduit and said intake conduit above the throttle,and fuel supplying means communicating with said air aspirating meansand subject to the intake pressure reduction and the reduction inpressure resulting from the flow of gaseous stream through saidaspirating means for causing the elevation of fuel.

16. In an internal combustion engine, an exhaust conduit, an intakeconduit, a throttle therein, a bypass from said exhaust conduit to saidintake conduit above the throttle, air admitting means to said bypass, aventuri in saidbypass, fuel supplying means having a discharge orificecommunicating with said venturi adjacent to the constriction thereof andsubject to the intake pressure reduction and the reduction in pressureresulting from the passage of gases through said venturi for causingelevation of fuel directly from the fuel supply tank under atmosphericpressure, and means responsive to variations in suction for controllingthe extent of opening of the fuel passage.

17. In an internal combustion engine, exhaust and intake conduits, athrottle in said intake conduit, means for utilizing exhaust gas fromthe conduit thereof for creating a reduction in pressure, fuel supplyingmeans to said intake conduit, a valve for controlling the flow of fueltherethrough, and means communicating with said intake conduit above thethrottle and with said exhaust gas utilizing means and responsive to thepressure variations therein for actuating said valve.

18. In an internal combustion engine, an intake, a throttle therein,fuel supplying means to said intake, means for controlling said fuelsupplying means having a valve adapted to seat to close the fuelsupplying passage, said valve having a portion for controlling theextent of opening of said passage as said valve moves relative to theseat thereof, means for creating a reduction in pressure varying withthe engine load and supplementing the intake pressure reductionprincipally at the wider open throttle positions, and a device incommunication with the intake above the throttle and with said lastnamed means and responsive to the pressure variations therein foractuating said fuel supply controlling means.

19. In an internal combustion engine, an exhaust, an intake, a throttletherein, a bypass from exhaust to intake above the throttle, a venturiin said bypass, a fuel supply-- ing conduit communicating with saidventuri ad] acent to the constriction thereof, and valvular meanscommunicating through said conduit with said venturi and responsive tothe pressure variations therein and to the variations in fuel level insaid conduit for controlling said conduit.

20. In an internal combustion engine, an intake, a throttle therein, afuel supplying conduit having a discharge orifice in communication withthe intake above said throttle, means for creating a reduction inpressure at said orifice varying with the load and supplementing theintake pressure reduction principally at the wider open throttlepositions, fuel supplying conduit controlling means having a valveadapted to seat to close the fuel supplying conduit and a portion forcontrolling the extent of opening thereof as said valve moves relativeto the seat thereof, and means communicating through said conduit withsaid pressure reduction creating means and subject to the pressurevariations at said fuel orifice for actuating the fuel supplycontrolling means in response to variations in pressureand. in the levelof fuel in said conduit.

21. In combination an intake manifold, a

throttle therein, a fuel conduit communicating with the manifold at theengine side of the throttle, and subject to the pressure reductiontherein for causing fuel flow, means for creating a pressure reductionfor causing fuel flow varying in inverse relation to the fuel flowinducing efiects of the variations in pressure reduction in the manifoldresulting from throttle movement, and suction responsive means forincreasing the effectiveness of the manifold suction for drawing fuelthrough said conduit when the said manifold suction is low, and fordecreasing the effectiveness of the manifold suction for drawing fuelthrough said conduit when said manifold suction is high.

22. In an internal combustion engine, an intake, 3. throttle therein,means for supplying fuel to the intake, means at the engine side of thethrottle for creating a pressure reduction by gas flow, and meansresponsive to both the kinetic and static pressure reductions forvarying the fuel How.

23. In an internal combustion engine, an intake, a throttle therein,means for conducting fuel into the intake at the engineside of thethrottle subject to the static pressure reduction therein, and topressure reduction due to gas flow, and means responsive to the combinedpressure reductions for varying the fuel flow in inverse relationthereto.

24. In an internal combustion engine, an intake, a throttle therein, aventuri at the engine side of the throttle traversed by air induced intothe intake by engine suction, fuel supplying means communicating withsaid venturi, and subject to the fuel flow inducing effects of intakedepression and gas flow through the venturi, means for injecting gasesvarying in pressure directly with the intake pressure through theventuri to augment the fuel inducing effect of gas flow on fuelinduction as the intake depression decreases, and means for controllingthe fuel passage area substantially in in verse relation to the intakedepression.

25. In an internal combustion engine, an intake, a throttle, means forconducting fuel into the intake at the engine side of the throttle,means for discharging gases from the engine varying in pressure with theconditions of engine operation into inductive relation to the dischargeend of the fuel line, the pressure reduction caused thereby varying ininverse relation to the intake depression variations resulting fromthrottle movement, and means for varying the fuel passage area by and ininverse relation to variations in pressure reduction on the fuel.

26. In an internal combustion engine, an intake, a throttle therein,means for conducting fuel into the intake at the engine side of thethrottle under the action of intake depression, means for discharging agas varying in pressure substantially directly with the air supply ininductive relation to the discharge end of the fuel line forsupplementing intake depression in causing fuel flow, and means formodulating the fuel flow by and in inverse relation to the variations inpressure reduction on the fuel.

' 27. In an internal combustion engine, an intake, a venturi for thepassage of air into the intake, means forintroducing fuel into theventuri subject to air flow therein, means for discharging gases intosaid venturi to augment air and fuel flow, and means for varying thefuel passage area in response to variations in pressure reduction on thefuel.

28. In an internal combustion engine, an

intake, a throttle therein, means for supplying fuel to the intake atthe engine side of the throttle subject to intake depression, means forsubjecting the discharge end of the fuel THOMAS W. KINGS.

line to the inductive action of gases for supplementing the action ofintake, depression on fuel flow, and means responsive to the variationsin pressure reduction for varying the fuel passage area in inverserelation to the pressure reduction.

29. In an internal combustion engine, an

' intake, a throttle therein, means for injecting gases undersuperatmospheric pressure into the intake at the engine side of thethrottle means for causing fuel flow into the intake by the action ofthe intake depression and of said gases, and means for varying the fuelpassage area in inverse relation to the intake depression variationsresulting from throttle tending to open the valve means, and meansresponsive to the reduced pressure in the aforesaid region and tendingto reduce the extent of fuel valve opening, whereby the fuel supply isregulated as a direct function of the spring action and an inversefunction of the pressure reduction.

31. In an internal combustion engine, an intake, a throttle therein,means for inducing fuel flow into the intake at the engine side of thethrottle by the combined effects of intake depression and a discharge ofa gas under super-atmospheric pressure, varying in fuel inducing effectin inverse relation to the variations in intake depression resultingfrom throttle movement, and means for restricting the fuel passage areaas the intake depression becomes high.

32. In an internal combustion engine, an intake, a throttle therein,means for causing

